Internal-combustion engine



T. B. CASEY. INTERNAL coMBUsTloN ENGINE.

AFPLICATIDN FILED OCT. 25, 1919.

WIT/V A Tron/ms T. B. CASEY. INTERNAL COMBUSTION ENGINEI APPLICATION FILI-:D ocT.25, I9I9. i 1,346,001. Patented July 6,1920.

NITE-o THOMAS B. CASEY, OF BOSTON, MASSACHUSETTS.

INTERNAL-COMBUSTION ENGNE.

retener.

Specification of Letters Patent.

Patented July 6, 1920;

Application led October 25, 1919. Serial No. 333,143.

To all whom t may concern: Y

Be it known that l, THOMAS B. CASEY, a citizen of the United States, and a resident of Boston, county of Suffolk, State of Massachusetts, have invented a new and useful internal-Combustion Engine, of which the following is a full, clear, andexact description. i

'lhe present invention relates in general to internal combustion engines and has reference more particularly to means for-introducing a scavenging medium in the combustion chamber to eect a complete exhaust of all spent gases incident to the ring of the explosive charge.

rlhe primary object of the invention is to provide means for facilitating the exhaust of lall spent gases from the combustion chamber of the engine, and thus render the combustion chamber better adapted to receive and lire the explosive charge, whereupon the engine will be capable of operating a by-pass 9 formed in with a higher degree of eiciency than it has heretofore bee'n possible.

lurther objects will appear ence to the accompanying which, v

Figures 1 to 12 inclusive are vertical sections of a combustion engine constructed in accordance with this invention and showing a complete cycle of operation, and

Fig, 13 is a sectional view of the manifold for introducing the explosive charge and the scavenging medium. l

Referring now to the drawings'by letters of reference the engine proposed by the present invention comprises the cylinder 1,- having the usual water cooling jacket 2, surrounding the combustion chamber 3. 4 represents the lcrank case within which the crank shaft 5 is journaled with the piston rod 6, mounted thereon, and connected t o thepiston 7, by the wrist. pin 8. The cylinder of the engine is peculiarly constructed with the side thereof, which provides a communication between the cornbustion chamber 3, and the crank case 4. The orifices 10 and 11 of this by-pass are opened and closed by the piston `7. rl`he piston is constructed with an orifice 12 which is of a diameter of substantially that of the orifice 10 and maybe registered therewith when the piston is in a position to open the com'municatin. rlfhe partition 13 between the orifices l0 and l1 isso arranged as to upon .referdrawings in over-lap and close the orifice 12 in the piston when the piston is in a position to close the communication between the combustion chamber 3 and the crank case 4. A suitable exhaust port 14 is provided lin the cylinder through which the spent gases in the combustion chamber 3 may be expelled. 'lhis exhaust port is preferably arranged diametrically opposite the orifice 11. rTherefore a baille 15 is presented on top of the piston to deflect the incoming charge through the orilice 11 upwardly of thecoinbustion chamber 3, and preventing the same from being directly discharged through the exhaust port 14.V ,i

As heretoiorel stated, lthe principle involved is to introduce a scavenging medium in the combustion chamber 3 for expelling all spent gases. rl`he preferred embodiment of the invention proposes to introduce this scavenging medium irst into the crank case 4, thence through the by-pass 9 and into the combustion chamber 3, where it may perform its intended purpose. Furthermore it is also proposed to introduce the explosive charge into the crank case 4 thus providing an internal combustion engine of the crank compression type. lt s o happens that the scavenging medium in performing its .intended use is practically treated by the engine in the same manner as is the explosive charge, therefore in operation the explosive charge and the scavenging medium will be Y alternately introduced into the crank case and through the by-pass into the combustion chamber. Both of these elements are slightly compressed in the crank case 4 and acted upon by the piston when introduced into the combustion chamber 3 in practically the same manner, in that they are both coinpressed by the piston, but of course the scavenging medium is not ignited and therefore does not act in the capacity of that of the explosive charge so far as concerns the driving of the piston.

It is intended to itroduce the explosive i charve and the scavenging medium through D 'a common intake port 16 which is provided in the lower part of the cylinder above the crank case 4 and so positioned that the piston may overlap the same and control the effective area thereof. Connected to the intake port 16 is a manifold which com rises a valved intake 17 for the explosive c arge and a valved inlet 18 for the scavenging inelli@ """vention is operable in connection with an din-m. The valves'of the intake 17 and the 'inlet 18 are diametrically opposed and are 19 and the top wall of the intake 17 will' normally maintain the Avalve 19 seated, 'thus closing the intake-17,A whereas the posltion of the valve 20 on the rod 21 will be open. In other words when the valve 19 is closed the valve 20 is opened. Both the valves 19 and 20 may. have a `threaded engagement with the valve rod 21'so that their relative vertical positions may be adjusted as occasion demands. As stated the explosive charge and the scavenging medium have a common manifold communication with the port 16. Positioned inthis communication is a Hap valve 25 which is pivoted and adapted to close under its own weight when the port 16 is4 closed.. The scavengmgmedium is preferably fresh air taken Vinto the manifold from around tl1eengine.. The 1ninternal combustion engine f'which need not be ofthe crank case compression type although this is preferable.

i The cycles of operation are substantially as follows Figure 1 shows the piston at the end of its.l ypower stroke, the exhaust port 14 has been uncovered by the piston, and the spent gases are being exhausted from the combustion chamber. A communication between crank case 4 andthe combustion chamber 3 has also been established through the by-pass 9 Aand the scavenging medium which has been slightly compressed in the crank case will be introduced through the by-'pass into the combustion chamber where it may act in the capacity to elfect a complete exhaust of all spent gases. l

In Fig. 2 the piston is started on its compression stroke, and the combustion chamber at this time being filled with the scavenging medium as the piston opens the intake port, the valve 25 will be open and the timing of the valves 19 andiY 20 is such as to close the scavenging medium inlet and open the explosive charge intake whereupon a communication will be established between the explosive charge intake and the crank case 4, the explosive charge being thus introduced into the crank case, with the piston started on an upstroke compressing the scavenging medium in the combustion chamber.

Fig. 3 shows a continuation of the upstroke of the piston.

Fig. 4 shows the piston at its highest compression point, and at this point the cam 22 will have operated to relieve this lifting f i Fig. 11 showsy its pass,

Aaction on the valve rod 21 thus permitting the spring 24 to close the valve 19and open the valve 20.

As shown in Fig. 5 the piston is now on the downstroke which will compress the explosive charge-in the crank case and impart a closing effect to the valve 25.

Fig. 6 shows the piston almost at its lowest point with the oriiicesll and 12 open and the explosive charge compressed in the` crank case being introduced into the combustion chamber 3 and the scavenging mediumY discharging.

Fig. 7 shows the communication through the by-pass completely established'and the piston just about to start on its up-stroke.

Fig. 8"-shows the piston at its up-stroke, the by-pass closed, andthe suction produced in the crank case is introducing another charge of the scavenging medium into the crank case through the intake port.

Fig. 9 shows the piston compressing the explosive charge in the combustion chamber just prior to firing.

gig. 10 shows4 the piston at dead center, an position practically right after the charge has beeny fired andA on a down-stroke, and

Fig. 12 shows the piston again establishing vthe communication through the by-pass and lpermitting the scavenging medium to be -introduced through the by-pass into the combustion chamber to e'ect a complete exhaust of the spent gases.

Having thus described my invention, what I claim as new and desire -to secure by Letters Patent is as follows 1. In lanl internal combustion engine, a cylinder having an intake and exhaust port, a crank case, a crank shaft-in thel crank case, a by-pass having openings for establishing communication between the combustion chamber of the cylinder and the crank case,

"Ta piston in the cylinder and provided with anopening adapted to register' with one of the openings of the by-p'ass, the opening ofthe piston being adapted to be closed by the portion between the openings of the bya piston rod connecting the piston with the crank shaft, and a. manifold connected with the intake port of the cylinder and having a valved inlet for explosive mixture and a valve inlet for a scavenging medium.

2*. In an internal combustion engine, a cyllnderhaving an intake and exhaust, a

crank case,a crank shaft in the crank case,

means for establishing communication between the combustion chamber of the cylinder and the crank case, a piston in the cylinder, a piston rod connecting the piston with the crank shaft,and a manifold connected with the intake of the cylinder and having a valved inlet for the explosive mixture, and a valved inlet for the scavenging medium,

the explosive mixture and the scavenging medium having a vcommon communication with the intake of the cylinder and in which is arranged a iapA valve 3. In an 'internal combustion engine, the combination with a cylinder having an intake and exhaust port, a crank case, a pist0n in the cylinder and means for establishing communication between the combustion chamber of the cylinder and the crank ease, of a manifold having an inlet for the explosive mixtui'e, an inlet for the scavenging medium communicating with the intake of the cylinder, a flap valve in said communication, the said inlets having valve seats in their bottoms, a sliding rod mounted in the manifold, valves on the rod and adapted to be alternately seated on the valve seats of the said inlets, and means for operating the rod.

THOMAS B. CASEY. 

